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Abstract:

A vehicle restraining system for restraining vehicles transported in a
transport carrier is described. The system comprises at least one energy
absorbing mechanism which is secured to the transport carrier. Adjustable
connectors are displaceably secured to the energy absorbing mechanism. A
connector strut is pivotally connected at one end to a respective one of
the adjustable connectors. The connector strut has a vehicle engaging
suction cup assembly at a free end thereof for securement at a
predetermined location to a vehicle to be transported by the transport
carrier, and preferably, but not exclusively, the front and rear windows
of vehicles being transported. The connector strut functions to connect
the vehicle to the energy absorbing mechanism and transmit forces between
the two. The connector strut also has a vacuum pumping piston mechanism
that is activated by vehicle displacement during transport to assure a
continued vacuum in the suction cups.

Claims:

1. A vehicle restraining system for restraining vehicles transported in a
transport carrier, said system comprising at least one energy absorbing
mechanism secured to said transport carrier, at least two adjustable
connectors displaceably secured to said energy absorbing mechanism, a
connector strut pivotally connected at one end to each said adjustable
connectors, said connector strut having at least one vehicle engagement
suction cup at a free end thereof for securement at a predetermined
surface location of a vehicle to be transported by said transport
carrier, said connector strut having a vacuum pumping piston mechanism
actuated by vehicle oscillation and displacement during transport, and
said connector strut serving to transmit forces related to said
oscillation and displacement into said energy absorbing mechanism and to
transmit forces from said energy absorbing mechanism to restore vehicles
to their original positions on support decks of the transport carrier.

2. A vehicle restraining system as claimed in claim 1 wherein said
predetermined surface location is the front and rear windows of said
vehicle to be transported.

3. A vehicle restraining system as claimed in claim 1 wherein said vacuum
pumping piston mechanism has a piston rod projecting at a connecting free
end from a cylinder housing of said connector strut, said at least one
suction cup being pivotally connected to said connecting free end,
conduit means in said piston rod to connect a vacuum to said at least one
suction cup, said conduit means connecting to a suction chamber through a
check valve chamber, a displaceable piston housing retained in sliding
displacement in said cylinder housing, said suction chamber being defined
between said piston rod and said displaceable piston housing during a
compressing stroke of said piston rod to apply a suction force in said
conduit means and said at least one suction cup, a first check valve
maintaining suction in said conduit means during a return stroke of said
piston rod and thereafter, a second check valve operable to permit
evacuation of air being compressed in the vacuum chamber during the said
return stroke of the piston rod.

4. A vehicle restraining system as claimed in claim 3 wherein said piston
rod has a piston head section at an upper end thereof displaceable in a
piston head cylinder portion of said displaceable piston housing, said
piston head cylinder portion having an end closure plug with an air
evacuation port therein, and piston return means constituted by a helical
compression spring held captive between said piston head and said end
closure plug.

5. A vehicle restraining system as claimed in claim 4 wherein a maximum
pumping stroke of said piston rod during said compressing stroke is
limited by said compression spring compressing to a solid condition
against said end closure plug with said displaceable piston housing
retracted in said cylinder housing a predetermined distance to be
arrested by an abutment wall.

6. A vehicle restraining system as claimed in claim 4 wherein said suction
chamber is defined between a forward surface of said piston head and an
adjacent forward circumferential shoulder wall of said piston head
cylinder portion of said displaceable piston housing.

7. A vehicle restraining system as claimed in claim 5 wherein one or more
O-ring seals are provided about said piston head and piston rod to
maintain a seal with an inner surface of said displaceable piston housing
to prevent air leakage into said suction chamber.

8. A vehicle restraining system as claimed in claim 5 wherein during said
compressing stroke vacuum build-up in said vacuum chamber is transmitted
into said first check valve through lateral conduits to draw a ball valve
of said first check valve to connect said vacuum in said vacuum chamber
to said conduit means and said at least one suction cup.

9. A vehicle restraining system as claimed in claim 5 wherein said pumping
stroke displacement is caused by motion of said vehicle to which said at
least one suction cup at said free end of said connector strut is secured
to.

10. A vehicle restraining system as claimed in claim 8 wherein at an end
of a pumping stroke said vacuum build-up in said vacuum chamber becomes
equal with that in said conduit means connected thereto through said
first check valve thereby allowing said ball valve to return to its
normal seated position under the influence of a biasing return spring
thereby sealing the vacuum in said conduit means and said at least one
suction cup.

11. A vehicle restraining system as claimed in claim 8 wherein after said
compressing stroke of said piston rod said compression spring urges said
piston rod to a normal extended position thereby decreasing the volume of
said vacuum chamber and causing increased air pressure therein, said
increased air pressure when reaching atmospheric pressure causing a ball
valve in said second check valve to open to release said air pressure to
atmosphere and permitting said compression spring to return said piston
rod to a normal at-rest position within said cylinder housing.

12. A vehicle restraining system as claimed in claim 1 wherein there are
three of said suction cups connected spaced-apart to a connecting yoke,
and a connecting vacuum tube between said conduit means in said piston
rod and each said suction cups, said yoke providing pivotal movement
between said piston rod and said suction cups.

13. A vehicle restraining system as claimed in claim 1 wherein there are
two of said energy absorbing mechanisms, each said mechanism being
secured on a respective one of opposed upper sides of a transport carrier
envelope space defined above said support decks of said transport
carrier, each said energy absorbing mechanism having a straight axially
displaceable section to which said adjustable connectors are displaceably
secured, and damping means secured to opposed ends of said straight
axially displaceable section to maintain said cable under tension.

14. A vehicle restraining system as claimed in claim 13 wherein said
straight axially displaceable section is a straight section of a cable,
said adjustable connectors being secured to said cable by a clamp to
secure same at a desired location therealong.

15. A vehicle restraining system as claimed in claim 14 wherein said cable
is a metal cable extending within a fixed rail secured to said transport
carrier, said adjustable connectors being in sliding engagement with said
fixed rail and having arresting lock means to lockingly engage same with
said metal cable.

16. A vehicle restraining system as claimed in claim 15 wherein said
arresting lock means is constituted by a hand-operable clamp bar secured
to a clamping member of said adjustable connector whereby to clampingly
engage said clamping member with said cable.

17. A vehicle restraining system as claimed in claim 16 wherein said
adjustable connector is comprised of a cradle slidingly supported on said
rail, said hand-operable clamp bar being pivotally secured to said
clamping member positioned about said cable, said clamping member being
U-shaped with said clamp bar pivotally connected between a pair of
depending arms of said clamping member extending on opposed sides of said
cable, said clamping bar having an eccentric head positioned under an
extension wall of said cradle and pivotally connected between said
depending arms and wherein downward displacement of said clamp bar causes
said eccentric head to engage with a lower face of said extension wall
causing said U-shaped clamping member to be pulled on said cable thereby
clamping said cable in frictional engagement with an upper surface of
said extension wall to immovably connect said cradle with said cable.

18. A vehicle restraining system as claimed in claim 14 wherein each said
damping means is constituted by a pre-loaded helical spring retained
captive in a damping cylinder housing between an entrance end wall,
thereof through which a straight cable end rod projects, and a disc
secured about said cable end rod inside said cylinder housing and spaced
from said enhanced end wall; an internal wall in said cylinder housing
and having an opening therein through which said straight cable end rod
passes, and opening obstruction means biased against said opening of said
internal wall on a side thereof opposite to a side facing said disc, and
vacuum damping means defined in said damping cylinder housing by a
damping space defined between said disc and said internal end wall.

19. A vehicle restraining system as claimed in claim 17 wherein said
cable, when displaced in a first axial direction, causes said damping
cylinder housing secured at one end of said cable to compress said
pre-loaded helical spring and simultaneously causing said pre-loaded
helical spring in said damping cylinder at said other end to relax; said
two springs creating a restoring force to return said cable to an initial
at-rest position in a restrained controlled fashion.

20. A vehicle restraining system as claimed in claim 17 wherein said
vacuum damping means is provided by a chamber defined between said
internal wall and said disc, said disc in one of said damping cylinder
housing, when displaced in the direction of said internal wall by said
displacement of said cable, causing pressure to build-up in said chamber
and simultaneously causing controlled release of pressure through a
spring-biased disc valve obstructing said opening in said internal wall
about said straight cable end rod; said disc in the other of said damping
cylinder housing when displaced in a direction away from said internal
wall causing a suction to draw air into said chamber through said opening
in said internal wall while compressing said pre-loaded helical spring to
apply a restoring force on said disc which is transmitted to said cable.

21. A vehicle restraining system as claimed in claim 1 wherein said
connector strut is provided with storage position engagement means to
retain said connector strut at an immovable stored position when not in
use.

22. (canceled)

23. (canceled)

24. (canceled)

25. (canceled)

26. (canceled)

27. (canceled)

28. (canceled)

29. (canceled)

30. (canceled)

Description:

TECHNICAL FIELD

[0001]The present invention relates to a vehicle restraining system for
use in a vehicle transport carrier and wherein the restraining system is
secured to the transport carrier and preferably, but not exclusively,
also connectable to the front and rear windows of the transported
vehicles.

BACKGROUND ART

[0002]For many years, vehicles were restrained in transport carriers, such
as a railcar or road transporters, by rigidly connecting the
undercarriage of the vehicles to the decking by the use of chains. This
resulted in the transmission of severe railcar impact loads to the
vehicles and therefore requiring heavy and undesirable vehicle frame
reinforcements. Later, chock systems were developed which tied the
vehicle wheels vertically down onto the carrier deck of the transport
carrier in proximity to the chocks secured fore and aft of each wheel.
These systems are still being used today on tri-level railcars used to
transport smaller vehicles. However, the evolution of automobile styling
is resulting in reduced clearance in the wheel well area and limiting the
ease of use of these systems. Concurrently, another system using chocks
trapping, but not attaching the vehicle wheels to the railcar deck, was
developed. This is still the system of choice for bi-level railcars used
to ship larger vehicles such as pick-up trucks, vans, SUV's and jeeps.
However, despite its many advantages, this system allows the vehicles to
climb up the inclined face of the chock and move vertically during severe
railcar impacts. Consequently, a minimum amount of space is required
between the vehicles being transported and the railcar overhead
structures and this prevents the use of this system in tri-level railcars
where the deck clear height is less than on bi-level railcars. These
systems are awkward to install adjacent to the vehicle tires and to
remove as there is little space between the vehicles being transported
and the side walls of the railcars.

SUMMARY OF INVENTION

[0003]It is a feature of the present invention to provide a vehicle
restraining system which substantially overcomes the above-mentioned
disadvantages of the prior art and which comprises at least one energy
absorbing mechanism secured to a transport carrier and provided with
connector struts adjustably secured thereto to connect to vehicles being
transported to restrain them in a space and to provide energy absorption
and restrict displacement of the vehicles during transport.

[0004]Another feature of the present invention is to provide a vehicle
restraining system which is arranged and oriented so as to be easy and
quick to connect and disconnect to vehicles transported in a transport
carrier.

[0005]Another feature of the present invention is to provide a vehicle
restraining system which is flexible and which can be adapted to connect
to vehicles of different sizes.

[0006]Another feature of the present invention is to provide a vehicle
restraining system which uses the smooth, hard surfaces of the front and
rear windows of the vehicle as the element for connection thereto through
the use of vacuum cups as the connecting means.

[0007]Another feature of the present invention is to provide vacuum
maintenance pumping means built in to the connection struts and utilizing
the oscillation of the vehicles being transported to create the pumping
energy that continually restores vacuum to the suction cups in the event
of leakage.

[0008]Another feature of the present invention is to provide a securement
system that is entirely integral with the transport vehicle with no loose
components to become lost or left on the deck to be subject to damage.

[0009]Another feature of the present invention is to provide that all
transported vehicles are secured spaced apart and move longitudinally
fore and aft in concert controlled by the vehicle restraining system such
that the vehicles can be shipped with its transmission in neutral thereby
eliminating forces normally imposed on the vehicle transmission systems
by the current securement means.

[0010]According to the above features, from a broad aspect, the present
invention provides a system for securing and restraining vehicles
transported in a transport carrier. The system comprises at least one
energy absorbing mechanism which is secured to the transport carrier. At
least two adjustable connectors are displaceably secured to the energy
absorbing mechanism. A connector strut is pivotally connected at one end
to each of the adjustable connectors. The connector strut has at least
one vehicle engageable suction cup at a free end thereof for securement
at a predetermined surface location of a vehicle to be transported by the
transport carrier. The connector strut has a vacuum pumping piston
mechanism actuated by vehicle oscillation and displacement during
transport. The connector strut serves to transmit forces related to these
oscillations and displacement into the energy absorbing mechanism and to
transmit forces from the energy absorbing mechanism to restore vehicles
to their original positions on support decks of the transport carrier.

BRIEF DESCRIPTION OF DRAWINGS

[0011]A preferred embodiment of the present invention will now be
described with reference to the accompanying drawings in which:

[0012]FIG. 1 is a simplified illustration of the vehicle restraining
system connected to a structure of a transport carrier and to a vehicle
being transported thereby;

[0013]FIG. 2 is a fragmented rear view showing the vehicle restraining
system connected to one side of a transport carrier structure, there
being an identical system secured to the other side of the transport
carrier and connected to a window of a vehicle being transported;

[0014]FIG. 3 is a perspective view showing the manner in which a connector
strut is pivotally connected to the energy absorbing mechanism;

[0015]FIG. 4A is an enlarged view illustrating the construction of the
sliding connector secured to an energy absorbing steel cable of the
mechanism;

[0016]FIGS. 4B, 4C, 4D and 4E are a side view, a top view, a first end
view and an opposed end view of the cradle;

[0017]FIG. 4F is a cross-section view along cross-section line A-A of FIG.
4B;

[0018]FIGS. 5A and 5B are enlarged fragmented side views showing the
manner in which the sliding connector is secured to the cable

[0019]FIG. 6 is a perspective view of a damping device secured at opposed
ends of the damping cable;

[0020]FIGS. 7A to 7D are section views of the damping devices secured at
opposed ends of the energy absorbing cable and illustrating the operation
of the damping devices;

[0021]FIG. 8 is a section view through the connector strut with the strut
in a normal position;

[0022]FIG. 9 is an enlarged section view illustrating the construction of
the vacuum pumping piston mechanism of the damping connector strut;

[0023]FIG. 10 is an enlarged fragmented section view of part of the
connector strut at a compressed position; and

[0024]FIG. 11 is an enlarged fragmented section view of part of the
connector strut in a partially compressed position with the pumping
piston returning to its normal uncompressed position.

[0025]FIG. 12 is a view similar to FIG. 11 but with the pumping piston in
its uncompressed position;

[0026]FIG. 13A is a perspective view of the connector strut at a stored
position held by a storage magnet;

[0027]FIG. 13B is a transverse cross-section view of the connector strut
of FIG. 13A held by the magnet;

[0028]FIG. 14A is a perspective view of the connector strut held at a
stored position by a spring clip; and

[0029]FIG. 14B is a transverse cross-section view of FIG. 14A.

DESCRIPTION OF PREFERRED EMBODIMENTS

[0030]Referring now to the drawings and more particularly to FIGS. 1 and
2, there is shown generally at 10 the vehicle restraining system of the
present invention for restraining vehicles 11 transported in a transport
carrier such us a railcar carrier or road transport carrier. As
hereinshown, only the deck 12, roof 121 and side structure 13, including
the angular transition 13' to the roof 12', of such carrier is
schematically illustrated. The vehicle restraining system 10 comprises at
least two energy absorbing mechanism 14 secured to the transport carrier.

[0031]As shown in FIGS. 1 and 2, there are two energy absorbing mechanisms
14 each located on the roof structure 12' and within the side wall
structures 13 in a top corner 13' thereof. At least two adjustable
connectors 15 are displaceably secured to the energy absorbing mechanism
14 whereby to connect to each of two connector struts 16. The two
connector struts 16 are secured to a respective connector 15 at one end
and at an opposed end are provided with a vehicle engageable means,
herein in the form of at least one suction cup 17, attached to the front
and rear windows 18 and 18', respectively, of the vehicle 11 to be
transported. The suction cups 17 could also be secured to the body of the
vehicle at another convenient location. Other forms of vehicle engageable
means are also contemplated and some of which may be obvious to a person
skilled in the art.

[0032]With reference now to FIGS. 3 to 7D, there will be described the
construction of the energy absorbing mechanism 14. As previously
mentioned there are two such mechanisms retained on the roof 12 and in
opposed top corners 13' of the side wall structures 13 of the vehicle
carrier but it is conceivable that a single energy absorbing mechanism
14, or a number of them, could be located elsewhere in the vehicle
envelope space 9 shown in FIGS. 1 and 2. Each of the energy absorbing
mechanisms 14 has a straight axially displaceable section, herein
constituted by a straight section of a steel cable 20, although a metal
bar or strong rope could also be used, and to which the adjustable
connectors 15 are displaceably secured. As shown in FIG. 6, damping means
in the form of a damping cylinder housing 21, containing a preloaded
spring assembly 22, is secured to opposed ends of the cable 20. If a
straight steel rod was used for the straight connecting portion, then the
ends of the steel rods would be spliced to a cable which could be trained
about guide pulleys 23 to connect to the preloaded spring assembly 22
provided at opposed ends of the cable 20.

[0033]As shown in FIGS. 3 and 4A and elsewhere, the steel cable 20 extends
within a fixed inverted U-shape rail 24 which is provided with opposed
flanges 25 extending outwardly on opposed sides. The rail 24 is immovably
secured to the transport carrier. The connector 15 has a cradle 26
defining a channel 27 through which the cable extends. A retaining flange
28 is secured to opposed sides of the cradle whereby to provide for a
slot 29 through which the flange 25 of the rail 24 extends to provide for
sliding movement of the adjustable connector 15 along the rail.

[0034]In order to arrest and immovably secure the adjustable connector 15
at a desired location along the rail 24, there is provided a U-shaped
clamp 30 which interconnects the connector 15 to the cable 20. This clamp
construction is illustrated by FIGS. 4B to 4F and includes an inverted
U-shaped clamping member 31 through which the cable 20 passes. The clamp
30 has depending arms 32 for pivotal securement thereto of a
hand-operable clamping bar 33, as shown in FIGS. 3,4,5A and 5B. The
clamping bar 33 is connected to the depending arms 32 by a pivot pin 34.
The clamp engaging end of the clamping bar has an eccentrically shaped
clamping head 35 whereby when the clamping bar 33 is displaced downwardly
in the direction of arrow 36, it causes the eccentrically shaped clamping
head 35 to engage a lower surface 37 of the cradle 26 to pull down on the
clamping member 31 to exert a clamping force against the cable 20
pinching it against the bottom of the channel 27, thus immovably securing
the clamp 30 and thus the adjustable connector 15 to the cable.

[0035]With reference to FIGS. 2, 4A to 41, 5A and 5B, it can be seen that
the bottom wall 38 of the cradle has a narrow extension portion 38' to
which are attached two ribs 38'' on either side creating a cavity in
which clamp 30 is retained.

[0036]When the eccentrically shaped clamping head 35 exerts a downward
pulling force on the U-shaped clamp 30, the portion of the cable under
the clamp is urged against the top surface 271 of the extension portion
381 and immovably retained thereon to secure the connector strut 16 at
the desired location along the cable 20.

[0037]As shown in FIGS. 4A to 4F, the bottom wall 38 of the cradle 26 has
a connecting socket 39 secured thereto whereby to receive the connecting
ball 40 secured to the connecting end 41 of the connector strut 16. The
cradle 26 can be formed by two identical mirror-image parts as shown,
each also containing a half section of the connecting socket 39 and the
cradle is assembled about the connecting ball 40 to retain it captive
thereto. The clamping bar 33, when at its engaged position, extends in a
downward clamp position. In order to disconnect the slideably adjustable
connector from the cable 20 and slide it along the rail 24 it is simply
necessary to lift the bar 33 to disconnect the clamp from the cable and
to move the connector a long the rail. Further, the connector struts are
always connected to the rail via the connectors 15 and there are
therefore no loose parts which could be lost or misplaced.

[0038]With reference now to FIGS. 6 to 7D, there will be described the
construction and operation of the damping means connected at opposed ends
of the cable 20. As hereinshown this damping means is constituted by a
preloaded spring assembly 22 consisting of a preloaded helical spring 42
retained captive in a damping cylinder housing 21 between a cable
entrance end wall 43 and a disc 44 secured about a straight rod end
portion 45 of the cable 20. The disc 44 is spaced from an internal wall
46 which has a central opening 47 through which the straight rod end
portion 45 can pass.

[0039]A disc washer 49 constitutes an obstruction means of the exit
opening 47 and it is located on a side of the internal wall 46 opposite
to that side facing the disc 44. This disc washer 49, in a normal
non-damping position of the pre-loaded spring assembly 22, is biased
against the internal wall 46 by a helical spring 50 located in a spring
housing chamber 48 defined between the internal surface of the damping
cylinder 21, the face of the disc washer 49 and the damping cylinder end
wall 52. The disc washer 49 has a small central hole 51 for the passage
of the rod end portion 45 and also has notches 49' (see FIG. 6) in its
peripheral circumference to permit the passage of air when it is not
positioned tightly against internal wall 46. The damping cylinder end
wail 52 is also provided with an opening 53 therein to permit the free
passage of air. The chamber 54 between the disc 44 and the internal wall
46 defines a vacuum damping chamber as will be described.

[0040]As shown in FIG. 7A, spring 42 at one end of the cable 20 and
opposed spring 42' at the opposed end of the cable 20 are equally
preloaded (compressed) thereby tensioning the cable 20 stretched between
them, with the system at rest.

[0041]In FIG. 7B the cable 20 is displaced in a leftward axial direction
as indicated by arrow 55 causing the cable to further compress spring 42'
while simultaneously permitting spring 42 to relax, hence the combined
forces of the two springs urge the cable to return in the direction
opposite to arrow 55. This force increases progressively the further the
cable 20 is displaced in the direction of the arrow 55 and this
progressively increases the damping force impeding the motion of the
system contained by the cable 20 between the preloaded spring assemblies
22 and 22'. Disk 44 which is secured to the straight rod end portion 45
of the cable 20 is moving in concert with cable 20 in the direction of
the arrow 55 and causing a pressure "P" to build up in the chamber 54 in
cylinder 21 between the disc 44 and inside wall 46 which is blocked by
the disc-washer 49 in turn urging the disc washer 49 to move in the
direction of the arrow 55, compressing spring 50 and permitting air to
escape through exit opening 47 in the internal wall 46 and through the
notches 49' in the periphery of the disc washer 49, Suction "S" in
chamber 541 of cylinder 21' is caused as disc 44' moves away from
internal wall 46' but this suction is relieved as air can readily flow
through hole 51' in disc-washer 49' preventing the build up of a
restraining vacuum in chamber 54'. Thus the continued motion of the cable
20 in the direction of arrow 55 is restrained only by the increasing
compression of the spring 42' in spring assembly 22' and not by any
pressure build up in spring assembly 22, thereby insuring that the cable
22 is always in tension and never in compression.

[0042]Referring now to FIG. 7C, the motion of the cable 20 in direction 55
has ceased, and the spring 42' is completely compressed, although that
need not be the case for the system to cease moving in the direction of
arrow 55. The spring 50 has urged the disk washer 49 against the internal
wall 46 restricting the flow of air through the notches 49' and rod end
portion 45 is substantially filling the hole 51 in disc-washer 49 thereby
restricting air flow through hole 51. Thus air cannot flow through hole
47 in wall 46 except as permitted by slight leakage.

[0043]Referring now to FIG. 7D, a vacuum build up "V" will begin to occur
between inside wall 46 and disk 49 as spring 42' pulls the cable 22 in
the reverse direction to arrow 55, this vacuum restraining the disk 44
from moving in the direction opposite to arrow 55 and preventing the
entire system connected to cable 22 from returning violently in the
direction opposite to arrow 55 but instead returning in a controlled
fashion without oscillation.

[0044]Referring now to FIGS. 8 to 12, there will be described the
construction and function of the damping connector strut 16. As shown,
the damping connector strut 16 is in the form of an elongated cylinder
having a cylindrical housing 60. A vacuum pumping piston mechanism 61 is
secured in a lower end portion 62 of the cylindrical housing 60 and
through which a piston rod 63 projects. As hereinshown, there are three
suction cups 17 secured to the connecting end of the piston rod, but
there could be as few as one, as previously mentioned. In this
arrangement these suction cups 17 are equidistantly spaced-apart about a
connecting yoke 64 which clamps about a ball end connector 65 formed at
the free end of the piston rod 63. The piston rod 63 is provided with a
vacuum conduit 66 which connects to the suction cups 17 by distribution
conduits 66'. The yoke connection provides for this suction cup assembly
to pivot at the free end of the piston rod 63.

[0045]As shown in FIG. 9, the vacuum conduit 66 connects through lateral
connection conduits 86 to a suction chamber 67 which is formed by the
upwards displacement of a piston head portion 68 formed at the upper end
of the piston rod 63 within a displaceable piston housing 70 in the
direction of the arrow 76. The conduit 66 connects to this suction
chamber 67 through a check valve chamber 69. The displaceable piston
housing 70 is retained in sliding displacement in the cylindrical housing
60 and the piston rod 63 extends therein.

[0046]The upper end of the displaceable piston housing 70 defines a piston
head cylinder portion 70' in which the piston head portion is displaced.

[0047]The suction chamber 67 is defined between the inner surface of the
cylinder portion 71' and the outer surface of the piston rod 63 as well
as the sloping surface 3 of the lower end of the piston head portion 68
and the mating sloping transition surface 4 of the displaceable piston
housing 70, which two surfaces separate when the piston rod 63 moves in
the direction of arrow 76, as shown by FIG. 9 and is at a maximum when
piston rod 63 is at the maximum travel as shown in FIG. 10. The vacuum
created by the expanding vacuum chamber 67 in turn will apply suction
through the lateral connection conduits 86, the check valve chamber 69,
conduit 66, the distribution conduits 66' and consequently into the
suction cups 17. The compression stroke is limited by compression spring
73 compressing to a solid condition against the end plug 72 which is
itself affixed to displaceable piston housing 70 and is in contact with
the interior wall 93 as shown in FIG. 10.

[0048]The piston 63 is displaceable in the piston housing 70 and is
provided with O-rings 71 around the head portion 68 and 711 around the
main body 63 to maintain a seal with the inside surfaces of the
displaceable piston housing 70 so that there is minimal leakage into the
vacuum chamber 67 during the pumping stroke.

[0049]The helical compression spring 73 is held captive in a compressed
state in the piston head cylindrical portion 70' between an end plug 72
and the upper end surface 74 of the piston head 68 (see FIGS. 9 and 10).
Accordingly, piston rod 63 is constantly urged by spring 73 into its
fully extended position relative to the displaceable piston housing 70
and when the piston rod 63 is displaced upwardly, this spring 73 is
further compressed to apply a substantial restoring force on the piston
rod 63 urging it to its normal position fully extended within
displaceable piston housing 70.

[0050]The vacuum created by compressing the piston rod 63 is transmitted
through lateral connection conduits 86 into check valve 69 which will
draw the bail valve 78 to be displaced from its seat 77 in the direction
of arrow 79 thereby connecting the vacuum conduit 66 to the suction
chamber 67. This is the pumping stroke, as previously described, that
maintains the suction within the conduit 66, the connecting channels 66'
and the suction cups 17.

[0051]As shown in FIG. 10 the pumping stroke of the piston rod 63 within
the displaceable piston housing 70 has traveled as far as is permitted by
the compression spring 73 being fully compressed, thereby ceasing to
increase the level of the vacuum in the suction chamber 67. Normally the
length of the piston stroke will be less than that shown in FIG. 10, but
nevertheless the level of the vacuum in the system will cease to increase
when the pumping stroke ceases in accordance with the cessation of the
vehicle motion that was the cause of the pumping stroke. It should be
noted that the vacuum itself serves to apply a restraining force on the
sloping surface 3 of the piston head 68 thereby restraining the travel of
piston rod 63 and the vehicle to which the system is attached. When the
pumping stroke ceases at any amplitude, the vacuum that had been created
by that pumping stroke will now be equal throughout the system from the
vacuum chamber 67 down to the suction cups 17, allowing the ball return
spring 80 to re-seal the hall 78, thereby sealing the vacuum from the
ball seat 77 down the vacuum conduit 66 and the connecting tubes 66' and
the vacuum cups 17.

[0052]Referring now to FIG. 11, the piston rod 63 is being urged by spring
73 in the direction of arrow 1 to return to its normal extended position.
This causes the vacuum chamber 67 to decrease in volume as the sloping
surface 3 of the piston head portion 68 moves towards contact with the
sloping transition surface 4 of the inner wall of the displaceable piston
housing 70, in turn causing a pressure build-up in the vacuum chamber,
eventually reaching and exceeding atmospheric pressure. When atmospheric
pressure is exceeded this will apply a force through channel 81 and cause
ball 84 in check valve 82 to lift and unseat from its seat 5, thereby
releasing the pressurized air to escape to atmosphere and permitting the
return spring 73 to extend and force the piston 63 to its normal at-rest
position fully extended within the displaceable piston housing 70. The
vacuum pumping mechanism is now positioned for the next pumping stroke.

[0053]As shown more clearly in FIGS. 9 to 12, a helical spring 91 is
retained captive in the cavity 8 about the outer wall of the smaller
diameter lower end of the displaceable piston housing 70, the inner wall
of the lower end of the cylindrical housing 60 and between a lower
abutment wall 92 of the strut cylindrical housing 60 and an upper
abutment wall formed at the transition between the smaller and larger
diameters of the displaceable piston housing 70. This spring 91 normally
maintains the retractable piston housing 70 in its fully retracted
position in the strut cylinder housing 60 against the abutment wall 93,
as shown in FIGS. 9 to 11 where the spring 91 is at its normal at-rest
position. As will be described below it is advantageous to permit the
connector strut 16 to lengthen a small amount and this is achieved
through the compression of the spring 91 allowing the displaceable piston
housing 70 to move downwards as shown in FIG. 12 and project further out
from its normal position in the strut cylinder housing 60.

[0054]Referring again to FIG. 1 for general layout, and to FIGS. 8 and 12
for detail, the connection struts 16 are both in their normal at-rest
conditions with the piston rods 63 in their fully extended positions
within the displaceable piston housings 70 (as urged by compression
springs 73) and the displaceable piston housings 70 in their fully
retracted positions within the connection struts 16 (as urged by helical
springs 91) with the suction cups 17 of opposing connecting struts 16
engaged with the front and rear windows 18 and 18' of the vehicle 11
being transported and restrained. The connection struts 16 are held in
that normal condition by the springs, while being applied to the vehicle
11 and being locked into position on the energy absorbing mechanism 14.
When the transport carrier 9 subsequently moves and lurches causing the
vehicles 11 to move relative to it, the connecting struts on one window
will be compressed and retract into its vacuum pumping stroke and the
other, opposed connecting struts must extend by the same amount in order
that the suction cups 17 remain engaged on both windows. This extension
is permitted through the compression of spring 91 allowing the
displaceable piston housing 70 to move into an extended position matching
the retraction of the connection struts attached to the opposite vehicle
window. These compression and matching extension strokes are short, of an
order less than 1 inch and do not materially affect the dynamics of the
energy absorbing mechanisms 14. Holes 7 in the wall 60 of the strut 16
permit the free flow of air into and out of the helical spring chamber 8
surrounding spring 91 to insure there is no pressure or vacuum build-up
in the chamber to inhibit the free extension and subsequent retraction of
the displaceable piston housing 70.

[0055]As pointed out when the transport vehicle is in operation and being
subjected to vibrations and shocks which are transmitted to the vehicles,
the piston rods of the struts will move in and out and this action of the
piston rod, when compressed, creates a vacuum pump action which maintains
and assures a continuous maximization of the vacuum on the suction cups.
Further, it is to be pointed out that because more than one vehicle is
connected to the energy absorbing cable 20 that it is the totality of the
vehicle load that is applied to the cable, that is to say the load of all
vehicles attached to the cable and these vehicles will move back and
forth in unison with respect to one another as the transport vehicle is
subjected to vibration and impacts with the struts maintaining the
vehicles regularly spaced from one another. It is also pointed out that
the loading on the piston rods of the strut is transferred to the energy
absorbing mechanisms which permit a controlled vehicle motion and the
absorption of the related kinetic energy to cushion the displacement of
the vehicles being transported.

[0056]It is necessary to have the connection struts 16 conveniently stored
out of the way of vehicles when these are being loaded and unloaded and
it is most preferable that the struts be so stored in or close to their
position of last use as such positions are likely to be very close to the
positions required for the next use. FIGS. 13A and 13B illustrate a first
example of a storage mechanism and herein constituted by a storage magnet
100 affixed to the lower end of the connection strut for the purpose of
retaining the strut at a stored position parallel to U-shaped rail 24 by
magnetic attraction to the rail. An alternate mechanism is shown in FIGS.
14A and 14B wherein a spring clip 101 is affixed to the lower end of
connection strut 16 for the purpose of engaging steel cable 20 to hold
the strut in the stored position. In both cases clamping bar 33 is in its
lower position ensuring engagement with the cable 20 and preventing
longitudinal movement of the connecting strut 16 while in the stored
position described.

[0057]It is within the ambit of the present invention to cover any obvious
modifications of the preferred embodiment described herein, provided such
modifications fall within the scope of the appended claims.